Internal combustion engine



June 25, 1935. c. R. WIGNESS INTERNAL COMBUSTION ENGINE Filed March 1, 1935 4 Sheets-Sheet l Enventor C.RWign ess Gttorneg June 25, 1935. c. R. WIGNESS INTERNAL COMBUSTION ENGINE Filed March 1, 1935 4 Sheets-Sheet 5 Smaentor QRJ Vigness June 25, 1935- c R. WIGNESS 2,006,225

INTERNAL COMBUSTION ENGINE Filed March 1. 1935 4 Sh t -$1 4 l'mventor Patented June 25, 1935 Cornelius R. Wigne ss; Harlan;- Iowa, 'assi'gnor of one-fourth "to William mouth, Iowa Application March- 1,1 1

, This; invention l relates to an 1 improvement ain double+actingginternal combustion engines, and has ;,for "its :object; broadly; to provide a: greater poweriforioperation with a lesser numberof parts,-

l5v and requiring lesser relative-space and weight Thegvinvention. includes a "stationary cylinder" proyidedcinwardlyr ot sitszends-with a pair-: of cylindlicflliCOI Ge-bIOCkSLWhiCh completely close its 10 endsxandsfonma chambera'centrallyuoftthe cylindor and alsorformta'ipairz ofif concave recesses which open upon said chamber, the space between the cylinders and its core-blocks also forming afirpai riofiiannular recesses. v

The invention also includes alpiston' formedxas aesleeverwith 1a: partition -.or;piston;head midway I between its ends andcdisposedinthe-cylindr and arranged i to be. reciprocated -ttherein-,. its: cylindrioal walls engaging/ in: said annular: :recesses J 20:; with.=it5- .partition orpiston-head disposed-tin ithe centrakzchamber of :the cylinder; a"v 'water jacket beinggprovidedfor surrounding andsupporting I the: cylinder. While only: a. single cylinder is l shown and v:describedfonthe engine,- any suitable- 25; numbemmaytbequsedninwconnection awith a single crankzqshaiti, y Y i :1;

Qmaccount of lthe peculiar construction ofothe cylindenzwaterijacket-v andfpiston; a fuel and-air supply-l isspumped sand introduced; bywcaction of 30c the enginerrtwhich is considered-t be-an-.advan- Y With: the-foregoing obj ectsin view and others to; bementioned, the, invention T presents; a; new, i and useful construction; combination, and are; 35;. rangementt of parts. as described= herein and.

claimed. and asillustrated in the drawings, it being understood; that ,changes. may. be. made; in fOIIm Si-ZQ-g proportion of parts and minor." de; ta ls: .saidjchanges being. within .the scopeuoi the 40 invention asrclaimedi U i I In -thedrawings Fig. ,1 is. a ;view .in side. elevationqofi an internal combustion engine a embodying 1 my invention, and-.Fig. .2 is a plan view, of the;

same v Rig.- .3. is. arr enlarged detail. being a viewdn lon gitudinal section on line 3-.-3.of-.F-ig. 2.,

.Fig i ishows parts ofithe engin .the;crank.case;

being in transverse section on' line 44 ofFig.

1 Fig, 5 is -ar. side-. view partly in. section and 50s broken: away, showing. interior; parts ,of. the cylinder the :piston: therein, the watenjacket and.

mi itznfraicranlncase j I r; a a

Fig. 6 is a transverse section on line 6-6 oi Flig Ag. Rig,- 7,15 asideviewohthe pistons; p i

81m inclusive ,illustrate details relating- 933, serial No. 659,144 1 claim. "(c1.- 123-451) I the cylinder I8.

McDonald; rumto Figs. 1; 2 and 3. FigIBisasectionaI ing -an -,adjustab1e pump for fuel. Fig. 9 isa section on line 9-43 of Fig. 3;. ,Fig; 1 0 isasectiqnal,

view, on line ill--10 0f Fig-;1 Fig 11 15 a,,side,l view showing one halfpart of a bifurcated came 5,; Fig. 12 i a plan view offlthe part-shown in Fig. I 11. Fig, 12' is a' sectional View, being. av detailre: lating, to Fig 10.- j I z 1 Referring now. to the. drawings for. armorepar ticular description the jin'yention is tsho wn and log, described in connectio'nwith the chassis; Iihoi' avehicle, the radiator. I 5, .cranl; case. 16', amenabl shaft 17 of an internal combustion engine.

. I ro d a power y n er. lar he. en ine, said cylinder being provided with :a. waterlja cli et 15 l9 having] pipes 20 and v(2 l communicating, with the radiator. to. permit, water. t0,.circu1 ate. in the annular chamber was best shownin Fig. 5,.

'Ijhe engine cylinder I 8 ,is provided inwardly. of its endswitha pair offcylindricalcore-blockage indicated at .23 and '24; each havinga cylindrical Waller collar 11 disposed. m end portion,. of.,l the cylinder and havinga transverse1y, diSpDS ed annular "flange. b' at itsLout er end. which is. se cured by' keepers. c toian end-of thetcylingler as,

prevented from .enterin'gfthe annular recesses 25, and which permitsa circulation of water inwardly of the ends of the cylinder in .61 Rail" Qfj cylindrical recesses A which open c' nltlre ends, of Q Numeral 26' indicates a power piston. having he f m vQM, weand n bvidedwitjha p tiOnI'E m'idWay' between itsfends.

By referring to Fig.5 it will be seen that;the ;v space. in the cylinder I ii I between the. co'rje b locks,x 23' and .24 provides 8].. Compartment .infwhich the partition. 2'! of the pistonlfijma'y. be recipro Gate the cylindrical extensions of, the piston. moving in the annular recesses ZES Of the cylinf 4Q), der. .I j

The partitionfl of the piston is'lprovided with. acoupling-pin 28-, 'andat 29 'are indicated-a pair, of connecting rods which are Q connectedi with the crankshaft, and are mounted at theinupper. 53-. ends on saidp'in, the ends of the couplingpin; moving in slots 38, said slots being formedinthe. opposed sides or walls of the cylinderf l jacket [9 and the walls.ofsaid'cylinder: jacket-being;suitablyfconnected adjacent totsaid; slots so thatj no leakage 'vv ill occur from; the chamber}; of. the water jacket.

In Operation, the, crank shaft "will. have. one}; half. of .a= ;.rotatablfejf movement .forteac h .long it m sniq sment 9 the; iii i i i 55a Fig. 1.

spark plugs for these two explosion chambers d are indicated at 3|, and the intake ports for receiving fuel for the piston are indicated at 32.

Numerals 3| indicate ignition ports in the piston 26 to communicate with the spark plugs 3|.

The tubes for conducting fuel to the explosion chambers are indicated at 33, as best shown in The exhaust ports in the piston at them:- posed sides of the partition 21 are indicated at 34 best shown in Figs. 5 and 6'.

On account. of the. construction of parts described and to be hereinafter described,. the cost of fuel will be very limited. Oil may be used which is very lean' in hydrocarbons and is broken up .and forcibly conducted and discharged to the cylinder. Also compressed air is used as a partof the explosive mixture in. the explosion chambers, the force for preparing said mixture beingderived from the engine. g

The intake ports in the piston, as best shown in Figs. 5 and 6, for compressed air are indicated at 33. I

Numerals 33 indicate tubes for conducting compressed air to the'intake ports 35 of the piston, and at 31 areindicatedexhaust pipes which communicate with the exhaust ports 34 of the piston.

m The piston is lubricated by means of a tube 33 leading from the crank case .to the annular recess 23 at the lowerend of the cylinder and a tube 33 leading from the crank case to the annular recess 23 at the top of the cylinder.

Any suitable means may be employed for compressing and conducting fuel to the explosion chambers d of the cylinder. This fuelmay'consist of any suitable material which, when broken up and mixed with air will produce a gas sufflciently rich in hydrocarbons to produce a required power when exploded.

Numeral 40 best shown in Figs. 8 and 9 indicates a pump for the fuel or hydrocarbon conducted thereto by a supply pipe 4|, the stem of the piston of said pump engaging the periphery of a bifurcated cam 42 which is elliptical in crosssection, a spring 43 being used to cause a suitable engagement of the piston-stem with the cam which is splined on the crank shaft l1, and it will be understood that rotation of the crank shaft will cause operation of the pump 43, a check-valve (not shown) being used so that the fuel, by. operation of the pump, will be forcibly moved tothe pipe 44.

' The cam 42 is of tapered form and may be adjustedon the crankshaft to control the length of the stroke of the piston, a yoke 43 being mounted on the end of the cam and having a rock-arm 46 pivotally' mounted on the crank case I3 and controlled by a spring 41, and by adjusting the rock-arm 43 the quantity of fuel which is pumped and which enters the piston through the ports 32 thereofmay be increased or decreased as may be required.

Thepump used in compressing and moving air through the conducting-pipes 33 is indicated at 43. Numerals 43 indicate check-valves provided for the ends of the pump to permit intake of air. to the pump and prevent exit of air to the atmosphere.

Numeral 30, shown in Fig. 3, indicates the piston for the pump 43 and it is reciprocated by the piston 26, a wrist-pin 5| being provided and engaging said piston, this wrist-pin being an extension or' part of the coupling-pin 28, and during operation, when the piston 23 slides downwardly in the cylinder l8 the-piston 5| will have a corresponding movement, the wrist-pin moving in the slot .1: which is formed in the casing of said pump. I

It will be understood that the length of the slot .1: corresponds to the distance which the piston 26 moves in its stroke, and since the slot-x has a lesser length than the casing of the pump the end-portions of said casing will operate to contain air to be moved into the air conductingpipes 36, the volume ofair moved by each stroke of the piston 3| being approximately equal to one-half of the volume of said piston 5|; and this piston has anadequate length so that it will be practical in operation.

The parts are of such proportionthat'air i be subjected to a high degree of pressure andwill enter the two explosion chambers d in altemation, and will move from the pump 48 through one of the pipes, and one of the intake ports 33 of the piston 23 at each stroke of the pis-.

ton 3|.

At each instant when the air is compressed in a chamber d the fuel will also be compressed therein, this fuel being hydrocarbon of any required quality or degree of richness to'provide adequate power for'operation.

Means are provided to cause the hydrocarbon to be delivered to the two explosion chambers d in alternation. As best shown in Figs. 10' 'and- 13, a plunger-bar 32 is' provided with a by-pass.

33 and adapted to be reciprocated'through a tubular'standard 34 which is mounted on the crank case |6,' said standard having a headpiece 33 provided with passageways 36 leading from the fuel supply-pipe 44 to the pipes 33.-

The means for reciprocating theplunger-bar 33 is a cam 31 approximately of heart-shape, 'a

spring 33 being usedfor maintaining the plunger in engagement with said cam. It is obvious that at each half rotation of the crank-shaft the apex' of the cam 31 will move the plunger-bar 32 of said cam to dispose the by-pass 33 in register with the lower passageway 33 to permit a movement of thefuel ,or hydrocarbonfrom the'pipe'.

44 to the lower conducting-pipe 33, and in operathe piston 26 will be simultaneous.

tion the movements of hydrocarbon'and air to- Any suitablearrangement for igniting the explosive mixtures in alternation, in the chambers d may be provided, theseignitions occurringat times when the piston 26 haseompletedits strokes.

The twoexhaust ports 24-for thepiston 23 are disposed closely adjacent'to the opposed sides'of the partition 21 as best shown in Figs. 5 and 7, and may be designated as the upper and-lower ports.

According to the arrangement-bf the pumps for'air and hydrocarbon andconducting-pip'es therefor as shown in Figs. 1 and 4, it will be understood that when the piston 26 slides upwardly and has completed its upward stroke as shown in Fig. 5, the air and hydrocarbon in the upper chamber d will be compressed and exploded, neither one of the exhaust ports being in communication with the upper chamber (1 at that time. Also it will be understood that while the piston 25 is in its uppermost position, the lower exhaust port of said piston will be disposed in register with an exhaust pipe 31, and at that time air and hydrocarbon will enter that part of the piston 26 below its partition 21.

When the piston slides downwardly to the lowermost position the upper exhaust port will be disposed in register with an exhaust pipe, and air and hydrocarbon will be compressed and exploded in the lower chamber d.

I claim as my invention,-

In a double acting internal combustion engine, a power cylinder closed at its ends and provided with a pair of inlet ports for compressed fuel, a pair of inlet ports for compressed air and a pair of exhaust outlet ports, a power piston working in and controlling the ports of the power cylinder and having cylindrical extensions open at their ends each provided with a single inlet port for compressed fuel, an inlet port for compressed air and an exhaust outlet port adapted, respectively, to register with a compressed fuel inlet port, a compressed air inlet port and an exhaust outlet port of said power cylinder and permitting formation of fuel mixtures in the cylindrical extensions of said power piston, a pair of conduits for delivering compressed fuel to the fuel inlet ports of the power cylinder, a pivot-pin carried by the power piston and having an extension, a crankshaft connected with and rotatable by actuation of the power piston, an air pump cylinder provided at its ends with check valves, air tubes leading from the air pump cylinder to the air inlet ports of the power cylinder, a piston in the air pump cylinder and mounted on the extension of said pivot-pin for compressing and delivering compressed air to said air tubes by actuation of said power piston, and electrical devices for igniting the fuel mixtures to cause actuationof the power piston.

CORNELIUS R. WIGNESS. 

